Internal-combustion engine



July l2` 1927.

A. CRAIGON INTERNAL coMBUsTloN ENGINE I 2 Sheets-Sheet 1 Filed July 2 1926 l: l 'ln-u.. Illu n -INvENrUH- JwlY 12, 1927- A. cRAlGON INTERNAL COMBUSTION ENGINE Filed July 2 1926 y 2 Sheets-Sheet 2- Patented July 12, 1927.

UNITED STATES ADAM ORAIGON, OF TORONTO, ONTARIO, CANADA.

INTERNAL-COMBUSTION ENGIIIE.

Application led July 2, 1926. Serial No. 120,135.

This invention relates to double acting internal combustion engines, and particularly to that type in which scavenging air is employed to clear the products of combustion from the cylinders, and `my object is to devise an engine of this type in which a substantial increase of power may be obtained per unit of weight, which will be simple and compact, whichv requires no stuffing boxes and in which the parts are readily accessible for inspection and repair.

I attain my object by means of a construction which may be briefly described as follows. Within a cylinder is fitted a stationary piston supported from a stationary part beyond the range of motion of the trunk piston. One combustion chamber is thus formed betweenthe outer end of the trunk piston and the end of the cylinder and a second combustion chamber between the inside ofthe head of the trunk piston and the stationary piston.

The sleeve or trunk of the trunk piston serves to control ports for the admission and exhaust of air and the exhaust 0f the. products of combustion. I, preferably, arrange the cylinders in pairs side by side so that the trunk pistons may be connected in pairs to a crosshead, a connecting rod connecting the cross head with a crank of the engine crank shaft.

The invention is hereinafter described and illustrated in the accompanying Vdrawings in which Fig. 1 is a vertical transverse section of an engine constructed in accordance with my invention;

Fig. 2 a similar lview taken at right angles to Fig. 1;

Fig. 3 a similar view showing two cylinders arranged side by side;

`Fig. 4 a similar view showing a different arrangement of air orts.

In the drawings ike numerals of reference indicate corresponding parts in the different res.

Referring particularly to Figs. 1 and 2, 1 is a cylinder provided with the usual Water jacket. In this cylinder is longitudinally movable a trunk piston 2, the sleeve 3 of this piston being pivotally connected with the upper ends of the connecting rods 4, the other ends of which are connected with the cranks 5 of the engine shaft 6.

Within the sleeve of the trunk located a fixed piston 7, which is iston is own as provided with a sleeve 8 formed with a flange 9 bolted to the base casting 10 b) means of the bolts 11. This stationary piston is preferably water cooled as shown.

`W'ith this arrangement a combustion chamber 12 is formedl between the trunk piston and the end of the cylinder 1 and the second combustion chamber 12a between the inner side of the head of the trunk piston and the stationary-piston 7. Each chamber is provided with a fuel injection valve 13 of any known type.

At one side of the cylinder is located an air manifold 14: and at the other lside an exhaust manifold 15. Ports 16 and 17 form a communication between the airv manifold and the interior of the cylinder and ports 18 and 19 form a communication between the exhaust manifold and the interior of the cylinder.

The operation of the engine as described is as follows. Assuming the parts to be in the position shown in Fig. 1, scavenging air from the air manifold flows through the port 16 and is shot upward by the curved deflector 20 formed on the head of the trunk piston. The air is deflected downwardly by the head of the cylinder and passes out to the exhaust manifold through the ports 18. Products of combustion of the `previous explosion stroke of the engine are thus swept out and the cylinder filled with fresh air. As in other engines of this type, means must be provided for the supplying of air under pressure to the air manifold, but as these arrangements form no part of the present invention, such parts are neither shown nor described.

The trunk piston now moves upward closing the. ports 16 and 18 and compressing the airin the combustion chamber 12. As usual in engines of this type, compression is carried to such a point that the temperature of the air is raised sufficiently to ignite the fuel injected through the upper fuel injecting valve 13. The fuel is ignited and forces down the trunk lpiston back to the position shown in Fig. 1. The upward stroke of the trunk piston has been caused by the combustion of the fuel in the combustion chamber 12B. When the trunk piston 'is at the upper end ofl its stroke a port 27 in the side of the sleeve 8 is brought into alinement with the air inlet port 17, and a port `\22 in the other side of the sleeve into alinement with the exhaust port 19. A flow of scavenging air will whereby two combustion chambers the outer ends of the cylinders; a passage connecting the cylinders in substantial alinement with the upper ends of the stationary pistons; an inlet port in one cylinder and an exhaust port in the other cylinder in substantial alinement with the last.

mentioned passage adapted to be controlled by the sleeves of the trunk piston; ports ,in the trunks of the pistons adapted to form a communication between the interiors of said trunks and the last mentioned passage when the inlet and exhaust ports are open to said interiors; and means associated with each of the passages aforesaid for injecting fuel.

2. In an internal combustion engine of the 4Diesel type, the combination of'two cylinders arranged side by side; a trunk piston fitted in each cylinder; a stationary piston fitted in the sleeve of each trunk piston, whereby two combustion chambers are formed, one between the trunkI piston land the end of the cylinder and one between the inside of the head of the trunk piston and the stationary piston; a passage connecting the outer ends of the cylinders; a passage connecting the cylinders in substantial alinement with the upper ends of the stationary pistons; an inlet port in one cylinder and an exhaust port in the other cylinder in substantial alinement with the last mentioned passage adapted to be controlled by the sleeves of the trunk piston and having their lower edges in substantial alinement with the upper end of the stationary piston; and ports in the trunks of the pistons adapted to form a communication between the interiors of said trunks and the last mentioned passage when the inlet and exhaust ports are open to said interiors.

3. In an internal lcombustion engine of the ADiesel type, the combination of .two cylinders arranged Side by side; a trunk plston` an inlet port in one last mentioned passage adapted to be controlled by the sleeves of the trunk piston, the ends of the 1trunk pistons and the inlet and exhaust ports being positioned and proportioned so that the exhaust port opens beiore the inlet port; and ports in the trunks of the pistons adapted to form a communication between the interiors of said trunks and the last mentioned passage when the inlet and exhaust ports are open to said inte riors.

4. In an internal combustion engine of the Diesel type, the combination of two c linders arranged side by side; a trunk plston fitted in each cylinder; a stationary pistonv fitted in the sleeve of each trunk piston, whereby two combustion chambers are formed, one between the trunk piston and the end of the cylinder and one between the inside of the head of the trunk piston and the stationary piston; apassage connecting the outer ends of the cylinders; a passage. connecting the cylinders in substantial alinement with the upper ends ofthe stationary pistons; an inlet port in one cylinder and an exhaust port in the other cylinder in substantial allnement with the last mentioned passage adapted to be controlled' 5. In an internal combustion engine of the Diesel type, the combination of two cylin ders, arranged side by side; a trunk piston fitted in each cylinder; a stationary piston fitted in the sleeve of each trunk piston, whereby 'y two combustion chambers are formed, one between the trunk piston and the end of the cylinder and one between the inside of the head of the trunk piston and the stationary piston; ports and passages in the cylinder walls and ports inthe trunk pistons whereby scavenging air may be caused to ow seriatim through either pair of com1 bustion chambers according to the position of the trunk istons.

Signed at oronto, Canada7 this 10th day of June, 1926.

ADAM' emmen. 

